Automatic clutch operation for motor vehicles



July 23, 1940. J. o. GETTE. JR

AUTOMATIC CLUTCH OPERATION FOR MQTOR VEHICLES Fi1ed June' 5, 1940 5Sheets-Sheet 1 ha. I.

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. ATTORNEYS July 23,1940. J. o. GETTE, JR V v v 2,208,865

AUTOMATIC CLUTCH OPERATION FOR MOTOR VEHICLES File d June 5, 1940 5Sheets-Sheet 2 [Ill III

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July 23, 1940. J. o. GETTE. JR 2,208,865

AUTOMATIC CLUTCHQPERATION FOR MOTOR VEHICLES 5 Shets-Sheet 5 a B G V W 03 w M I- We llll 1| a |||||,|L,||||| W 7 a Y H a v 7% 47 w w w a M p flA J 0 y m w y w i Z nv/fl/fi m wn M we (Wm MN. A .W- m 4 y 3, 1940. J.'o'. GETTE. JR 2,208,865

AUTOMATIC CLUTCH OPERATION FOR MOTOR VEHICLES Filed June 5, 1940 5Sheets-Sheet 4 431mg mm ATTORNEY 5 y 1940- J. o. GETTE, JR 2,208,865

AUTOMATIC CLUTCH OPERATION FOR MOTOR VEHICLES Filed June 5, 1940 5Shee'ts-Sheet 5 FIG-10 ATTORNEYS Patented July 23, 1946 I 2,208,865

UNITED STATES PATENT OFFICE AUTOMATIC CLUTCH OPERATION FOR MOTORVEHICLES John 0. Gotta, Jr., Greens Farms, Conn., assignor to JalmaWest, New York, N. Y.

Application June 5, 1940, Serial No. 339,034

43 Claims. (Cl. 192.01)

This invention relates to clutch control sys- Referring to Figs. 1 to 3,I have shown my systems for motor vehicles and the like. tem as appliedto a motor vehicle power plant in- One object of the invention is asystem of the cluding an engine I and a transmission 2. I have characterindicated whereby the clutch may be a hand gear shift lever 3 and aclutch pedal 4. A 5 operated in a smooth and effective manner refreewheeling unitis indicated at 5. .4 lieving the driver of the necessityfor manually The clutch pedal 4 is automatically operated by operatingthe clutch. A further object of the a piston and cylinder unit 6, thepiston being coninvention is an automatic system whereby the nected withthe clutch pedal by a connecting link clutch may be operated selectivelyat the will of l. The piston 6 is operatively connected with the theoperator to suit the different conditions of manifold 8 of the enginethrough pipes 9 and l0 operation, namely to provide for a gentle or softand a special controlling unit I l is interposed beoperation of theclutch when that is desired and tween the pipes 9 and It). This unit IIis driven to provide for a more abrupt and positive operaby the enginefrom any convenient point, such as tion thereof under other conditions.A still furat the rear of the generator indicated at l2. The ther objectof the invention is a clutch operatcontrolling unit ll comprises acentrifugal and 1 ing system operated by fluid pressure, and parinertiagovernor which derives its action from enticularly such a systemembodying the features gine speed and engine acceleration anddeceleraabove indicated. A further object of the intion. The governorcontrols a three-way valve vention is a power operated clutch systembetween the manifold 8, the atmosphere and the including a meansresponsive to acceleration operating cylinder 6. The governor issomewhat 20 for controlling or modifying the operation ofdiagrammatically illustrated at l3 and comprises the power operatedmeans, whereby smooth two centrifugal weights which are pivoted at M andeven starting may be effected. A furand have their opposite endsrestrained by springs ther object of the invention is a power operl5.These weights [3 are carried by a rotatably ated clutch system which isresponsive to the acmounted drum l6, which, in turn, is mounted 25celeration rate and deceleration rate. A further upon a drive shaft I!which is journalled in the object of the invention is a system of thisgeneral casing and is provided with a coupling 3 for character which ischaracterized by its simplicity driving the same. The drum I6 is keyedto the in construction and by its reliability and dedrive shaft 11through helical slot pin drive conpendability in operation. nectionscomprising the helical slot l9 formed in 80 For a better understandng ofthe invention refan extension of the sleeve I6 and a pin 20 rigid erencemay be had to the accompanying drawwith the shaft l1.

ings wherein: The three-way valve control effected by the Fig. 1 showsmore or less diagrammatically a inertia governor is as follows:

system embodying one form of the invention as The governor weights l3control two pairs of 85 applied to a car with a free wheeling unitlocated ports; one pair 2| leading through radial passages 'at the rearof the transmission; 22 to the axial passage 23 in the shaft ll, whichFig. 2 shows a section through an element of axial passage leads to thepipe connection I0; the the control; other pair of ports 24 leadingthrough radial pas- Fig. 2a is a view similar to Fig. 2; sages 25 to anaxial passage 26 formed in the oth- 40 Fig. 3 shows a sectional view atright angles of er end of the shaft If. This latter passage leads Fig.2; out through opening 21 into the casing of the Fig. 3a is a diagramshowing the acceleration controller and from thence through an opening28 and deceleration forces; to the atmosphere. When the inertia part ofFig. 4 shows more or less diagrammatically a the controller moves overtoward the left, as indi- 45 modification of the invention as applied tocars cated in Fig. 2a, the port 29, which normally regwhich may not beequipped with a free wheeling isters with the passage 22 is opened tothe inteunit; rior of the casing and from thence to the pipe 9,

Fig.5 is a diagram with certain parts in crossconnecting pipes 9 and I0together which disensection of the modification shown in Fig. 4; gagesthe. clutch. 50 Fig. 6 shows a still further modification of the Theoperation is as follows: invention; Assume the car in neutral with theengine Figs. 7 and 8 are sectional views of Fig. 6; and idling. The flyweights l3 are now in toward the Figs. 9 and 10 show more or lessdiagrammaticenter of rotation due to the tension of the cally a modifiedsystem. springs. There is now a direct passage from the intake manifold8 to the cylinder 6 through the controller, through passage 23, port 29,passages 22, ports 21 and pipe 9. By shifting into low gear andaccelerating the engine, the weights then swing out due to the greatercentrifugal force and gradually close the intake openings 2| and uncoverthe atmosphere openings 24 allowing the piston in the vacuum cylinder tomove out, thereby engaging the clutch.

When it is desired to shift gears the foot is removed from theaccelerator and the car free wheels. The engine then slows up due tocompression. Due to the rotational inertia of the controller on theshaft l'l, it tends to rotate at its original speed and since there is aloose drive I9. 20 between the shaft and the unit it will turnrelatively to the shaft a predetermined amount depending on the lengthof the helical slot l9 and will move the unit on the shaft to the leftthereby closing the passage 25 from the shaft to the uniton theatmosphere side through port 25 and opening the port 29 on the intakeside. The vacuum then rapidly disengages the clutch and the shift ismade.

Upon accelerating the engine the reverse action takes place and theclutch is re-engaged. The speed of engagement can be controlled by thedepression of the accelerator. The faster the engine goes the faster theclutch engages. It is normally arranged so that the clutch engagesbefore the free wheeling clutch so that the drive is taken up throughthe latter.

The fly weights 13 are hinged in such a way as to give a small inertiaeffect to give smooth engagement in starting and to prevent any .pos-

sibility of stalling the engine. The slowing up of.

the engine or the tendency of the same to stall sometimes corresponds toa rapid or jerky forward movement of the car, particularly in light carswhich are overpowered and this inertia con-- trol effect smooths out thestarting operation, softening or preventing such jerky movements.

When the free wheeling unit is locked out by operating the handle 30 theinertia feature of the unit due to the loose drive I9, 20 does notoperate since the engine will not decelerate rapidly enough to causethis action. The centrifugal minimum speed characteristics are still ineffeet and hence the engine cannot be stalled at any time. An additionallockout can be employed. This consists of a simple shut-oif valve in theintake pipe line and for simplicity may be connected to the free wheellockout handle. Two positions of the handle may be used to determinewhich mechanism is to be locked out. Position one, for example, looksout the free wheeling unit, and further motion closes the clutchshut-oil valve so the car then would be operated in the conventionalmanner.

Afeature shown in Fig. 3 is the piston form of the unit rotating in aclose fitting casing. The

purpose of this is to prevent the main inertia feature from workingduring the engaging period. On the left side of the piston is alwaysatmospheric pressure, while on the right the pressure is that of thecylinder. When the clutch is out there is a vacuum there. Due to thehigh helix angle of the slot the unit is held from moving to the leftwhile there is a vacuum to the right and hence cannot turn rightrelative to the shaft during engagement. When both sides are under.

equal pressure, when the clutch is fully engaged it is comparativelyfree on the shaft and hence can move about the shaft. If the engine isaccelerated it can move "down the helix or to the right which is thedesired action.

The following, among others, are the advantages of this system; Smoothengagement during startingwith impossibility of stalling; either rapidor slow engagement at the driver's will;-

rapid disengagement when foot is removed from accelerator; simplelockout combined with free wheeling lockout; no connections withaccelerator which is particularly adapted to cars which are not equippedwith a free wheeling unit control,

the system there shown comprises an engine driven controller of modifiedform and a piston valve 36 operating in series with the controller. Theclutch operating cylinder'B is connected with the valve 36 at a pointintermediate its ends by a pipe 31 and the controller casing 35 is alsoconnected with the valve casing 36 at a point intermediate its ends by apipe connection 38. The casing 36 is also connected intermediate itsends with the manifold and the controller by a pipe connection 39, thispipe connection39 -leading through a pipe 40 to the intake manifold andthrough a pipe 4| to the hollow shaft to the hollow end of the driveshaft 42 of the controller 35. The modified controller includes thegovernor weights l3, similar to those of Fig, 3 and these weightscontrol two pairs of ports. When they spring out they close ports 44which lead down through passages 45 to the hollow end 42 of thecontroller drive shaft and'conversely when they move inwardly they openthese ports. These weights also control a pair of ports 46 which leadthrough passages 41 to the opposite end of the hollow shaft 42 and fromthere out through the openings 43 to the atmosphere. The hollow shaft 42may be driven in any suitable manner from the'engine, as, for example,from the coupling It. The valve 36 is provided with a pair of spacedpistons, one an elongated piston 48 and the other a shorter piston 49,both of these being mounted on the same piston rod and operated by anoperating member .50 leading to the throttle control 5|. The throttlecontrol valve is indicated at 52.

The operation is as follows:

With the car in neutral and the engine idling, the throttle 52 is closedand the valve 36 permits the vacuum to communicate directly with theclutch cylinder 6. The clutch is hence disengaged. When the accelerator5| is depressed the valve 36 closes the opening to the intake manifoldthrough the pipe 39 and opens a port to the controller through pipe 38.From now on the action of engaging is under the action of the controllerwhich is a simple centrifugal governor. As the engine is speeded up thegovernor closes the intake ports 44 and opens the air ports 46 allowingthe clutch to engage. The rate of en gagement is controlled as before byengine speed.

A fast or slow. start may be thus obtained. When connection with thecontroller through pipe 34 and opens directly to the intake therebydisengaging the clutch. Upon depressing the accelerator the clutch isengaged. Again the clutch may be engaged rapidly or slowly at thedriver's will. By hinging the fly weights as before, this action becomesmore flexible and better control is obtained.

The modification according to Fig. 6 comprises a piston valve 50including two pistons 5| and 52 mounted on the same piston rod, whichpistons are operated by a governor flap valve operating member 53disposed in the intake riser 54 above the carburetor 55 and also bysuction pressure. The valve casing is connected with the clutchoperating cylinder 6 by a pipe 56 leading to a port 51 intermediate theends of the cylinder 50. The lower end of the cylinder 50 is providedwith a. groove 58 to the atmosphere which is controlled by the piston52. The casing 50 communicates, with the riser 54 at a, point below theflap 53 through a passage 59. The shut-off point of this passage isindicated at 60 and when the piston 5| moves below this point 60 thedirect communiv cation between the riser 54 and the cylinder 6 is cutoff. The throttle valve is indicated at 6| and at 62 I have indicateddiagrammatically a hand control means for this throttle.

The flap 53 is provided with idling opening 53' and is pivoted at 62 andis provided with a bell crank arm 63 for engaging the extension 64 ofthe piston valve rod, the bell crank 63 being provided with a bearingsurface 63 for engaging; the upper end of the valve rod 64. The flap 53is moved about the pivot point 62 in the upward direction by the chargeflowing upto the engine, this charge, of course, being controlled by thethrottle 6|. When the charge reaches a predetermined velocity, the flapmoves upward thereby closing the vacuum connection between the cylinder6 and the manifold at 60. After opening the connection to the atmosphereat 58 thereby engaging the clutch, the piston valve is returned. to theclutch out position by means of the vacuum above the piston valve. Forexample, the vacuum in the riser 54 which is created when the throttle6| is closed operates to lift the piston 5| to the position now shown.Preferably the ports 58 and 60 are constructed as indicated so as toobtain gradually increasing and decreasing openings by the operation ofthe pistons and also the port 58 begins to open slightly before the port60 is closed. Sections of these ports are shown in Figs. 7 and 8 takenon lines and 8-8. The preferred shape of these ports is as shown, butports of different gradually increasing and decreasing shapes may beused if desired. This system in addition to being very simple, namelybeing free from any mechanical connections with the throttle mechanism,has the advantage of the selective control of the clutch. For example,it can be engaged rapidly or more slowly at the will of the driver. Thesudden or quick opening of the throttle 6| results in a correspondingrapid operation .of the clutch cylinder 6, but a small or very gradualopening of the throttle 6| would result in a more gradual shift of thecylinder 6 from the vacuum to the atmospheric pressure with acorrespondingly more gentle or soft application of the clutch. Moreover,the member 53 is pivoted about a horizontal transverse axis 62 and, ac-

cordingly, when the throttle 6| is opened and the member 53 is lifted bythe fuel stream to a position approaching a vertical position if the carshould suddenly jump forwardly, namely to the left in Fig. 6, thispivoted member 53, due to the inertia efiect, tends to move about thepivot 62 in a clockwise direction thereby tending to release the clutchand smooth out the starting operation. Even with the throttle 6| openthere is a certain degree of vacuum in the riser while the engine isrunning, which vacuum results in the operation of the valves 5| and 52to release the clutch immediately the flap 53 drops. Accordingly, if theengine should tend to stall the clutch is thrown out since the decreasedvelocity of fuel in the riser due to the slowing up of the enginepermits the flap to fall and thereby counteracts the tendency to stall.This operation may be facilitated by a horizontal arrangement of thepiston valve (which is here shown diagram matically) or by aspringassisting the vacuum operation or both.

The modification according to Figs. 9 and 10 differs, aside from otherdifferences, from the previously described systems as follows: In thislatter system the clutch is held in engagement by vacuum and not bysprings as in the above modifications. The purpose of this arrangementis to make it possible to do away with a manual throw-out mechanismentirely and to greatly simplify the construction.

Referring to Fig. 10 the clutch comprises a fly wheel 10 secured to theend of the crankshaft 1| having sliding discs 12 which engage with thesliding friction discs 13 keyed to the driven member 14. Member 14 issplined to the driven shaft 15 permitting axial motion thereon. On theshaft 15 is mounted the dished diaphragm support 16. At its outerperiphery is the flexible diaphragm 11 of annular shape which is alsosecured to the drum-like driven member 14 through the flange 14 and anannular clamping member 15. This flexible joint 11 allows drum 14 tomove to the left thereby pressing the friction discs 12 and 73 againsteach other and against the mating portion 18 of the member 16 betweenwhich is fastened the diaphragm 11. This effects a drive from the crankshaft H to shaft 15. The air in the sealed space between drum 14 andmember 16 is exhausted through passage I9 and holes and 8| in the shaft15. Hole 8| opens to a collecting space 82 which communicates with thepipe connection 83 through passage 84. Opening 86 leads into the clutchchamber. If desired a spring H or other means may be provided forassuring the release of the clutch when the vacuum is released.

The air is exhausted from pipe 83 through the controlling mechanismshown in Fig. 9. When the air is exhausted atmospheric pressure forcesdrum 14 to the left engaging the clutch. When atmospheric air isadmitted the clutch is disengaged and the fly wheel and shaft H rotatefreely of shaft 15.

Referring to Fig. 9 I have indicated at 85a manifold intake riser and at86 a valve which is connected with the riser 85 through a pipe 81. Thisvalve 86 embodies a spool type member or double piston valve 92 and 94which is connected with the throttle control rod 88 by means of a linkconnection 88', the accelerator pedal being supplied through the pipe 96is to be used. By this arrangement the vacuum in the riser to themanifold is utilized to effect the initial engagement of the clutch,while thereafter the clutch may be maintained closed by the auxiliaryvacuum source through the pipe 96, notwithstanding the decrease orvariations of the vacuum in the riser intake 85 due to the throttlepositions.

A second valve 91 is interposed between the valve 86 and the intake 83to the clutch operating chamber and this valve 91 is also a doublepiston valve controlling a port I 9| on the exit side and this port I9Ileads through a pipe I93 to an inertia controller 99. The latter issimilar in some respects to the inertia controller as described above.The double pistons I95, I96 of this valve 9! are controlled by anauxiliary pedal 98 similar to the accelerator pedal 89. The purpose ofthis auxiliary pedal 98 will hereinafter appear. The valve 91 has twotapered ports 99 communicating with the vacuum pipe 95 and the otherport I99 opening to the atmosphere. These ports are tapered so as toobtain gradual opening and closing of the same by the pistons I95 andI96.

The pedal 98 is an auxiliary manual control of the clutch at the will ofthe driver. When this pedal 98 is pressed to the full forward position,the port 99 leading to the vacuum source is closed by the piston valveI95, while the port I99 leading to the atmosphere is opened through thepiston I96. The clutch is thereby disengaged. Releasing the pedal 98cuts in the vacuum control under the influence of the accelerator pedal89 including the inertia controller 99. By gradually releasing pedal 98the degree of vacuum supplied to the controller may be regulatedmanually under the control of the operator due to the tapered shape ofports I99 and 99 which permits the gradual closing of one port andopening of the other. These ports slightly overlap and thereforefacilitate this selective operation. In this way a secondary control ofthe clutch engagement is at the command of the driver.

The controller 99 is similar to that shown in Figs. 2 and 2a. It isresponsive to engine speed and engine acceleration and deceleration. Itcomprises a casing in which is journalled a shaft having a hollow end H4in communication with the pipe I93 and leading to two ports H8 andthence to ports H2 and H3 through radial passages II5 formed in theinertia part HT 01' the controller. The shaft is also provided with ahollow portion communicating with ports I29 which lead through radialpassages I29 and thence to ports III] and I I I. The valve members I98and I 99, which are indicated diagrammatically as the fly weights of aspeed governor,

control these ports H2, H3 and H9, III. This part of the hollow shaft,namely that leading to the ports I29, is connected with the left handpart 99' of the casing through an opening I25 and from thence to theatmosphere through the opening I26. The interior of the casing incommunication with ports I I 2, H3 and H9, III leads through a port II6to the pipe 83. The inertia unit I" is relatively rotatable upon thehollow shaft through the limits determined by the helical slot I9 andthe pin 29 as above described in Fig. 2 and when this inertia unit movesendwise to the left, as for example when the engine suddenly slows down,the ports II8 are closed, the ports I29 are shut off from the passagesleading to the ports II9, III and a direct connection the ports 24 beginto open and vice versa.

to the atmosphere is provided through ports H9 and I29, resulting in therelease of the clutch. The operation is as follows:

In the position shown the pipe 83 is connected to atmosphere throughport II6, casing 99, ports II9, III, ports I29, port I25, casing 99' andport I26. Accordingly, the clutch is disengaged. When the engine isspeeded up by pressing the pedal 89 the fly weights I 98 and I99 swingout closing ports II9, II I and opening ports H2 and H3. Communicationis thereby established from the pipe I93 to pipes I91 and 83 through thehollow shaft II4, radial passages II5, ports H2, H3 and port H6. Theclutch chamber is thereby subjected to a vacuum which results in theclutch engagement. If the engine is slowed down rapidly by removing thefoot from the pedal 89 the inertia unit I! moves along the shaft to theleft (Fig. 9) due to the inertia thereof and to the helical slot driveI9-29. This closes the ports H8 and connects port II9 with port I29thereby breaking the vacuum and the clutch operating chamber through theconnections above described. When the accelerator is again pressed toaccelerate the engine the inertia unit III moves in the reversedirection to establish the connections shown in Fig. 9 and to effect theautomatic engagement of the clutch.

As above described, the pedal 89, through the valve 86, shifts thevacuum supplied from the manifold to an auxiliary source. This, ofcourse,

may be effected automatically, as for example by check valves arrangedto shift the communication with the intake vacuum when the riser 85falls below a predetermined degree which vacuum is determined by thedegree of opening of the throttle valve 89. Any other suitable automaticmeans may be provided for shifting the vacuum.

The inertia controller 99, similarly to the controller shown in Figs. 2and 2a, effects the gradual operation of the clutch or a more rapidoperation thereof depending upon the operation of the accelerator. Forexample, if the accelerator is operated to a suflicient degree to speedup the engine at a very rapid rate the ports 2| are very rapidly closed,while the ports 24 are rapidly opened resulting in a quick and positiveoperation of the clutch. On the other hand, a more gradual operation ofthe accelerator results in a lesser acceleration of the engine speedwith a corresponding more gradual shift from ports 2| which control thethrowing out of the clutch to the ports 24 which control the throwing inof the clutch. This selective gradual operation of the clutch at thewill of the driver is facilitated by the overlapping of the ports 2I and24, whereby the ports 2I remain slightly open while (Figs. 2 and 2a.)This same characteristic operation is present in Fig. 9 which alsodiagrammatically illustrates the inertia controller. Here the ports H9and III which control the throwing out of the clutch and ports H2 and II3 which control the throwing in of the clutch slightly overlap for thesame purpose.

Referring to Fig. 3a these weights I 3 are shown as so formed and somounted that the center of gravity (C. G. with the direction of rotationA shown, is radially displaced from the drive point I4 to give theeffect desired. It is shown, for example, displaced radially outwardlywith respect to the point I4 so as to give an acceleration couple toeffect outward movement of the weights when the engine is acceleratedrapidly and a deceleration couple when the engine is deceleratedrapidly. Stops l4 and I5 are indicated for limiting the inward andoutward movements of the weights respectively. The weights I08, I09 aresimilarly constructed and mounted.

This is a continuation in part of my applica-" tion Serial No. 591,043,filed February 5, 1932, and I claim the benefit of the filing datethereof for the invention claimed herein.

I claim:

1. In a clutch control system for motor vehicles the combination of aninternal combustion engine, a power transmission including a clutch, anaccelerator for controlling said engine and means responsive toactuation of the accelerator for shifting said clutch, including meansresponsive to acceleration and deceleration fol; governing the operationof the clutch.

2. In a system of the character set forth in claim 1 wherein the meansresponsive to acceleration and deceleration comprises a weight mountedin such manner as to have an inertia controlling effect for securing asmooth starting.

3. In a system of the character set forth in claim 1 wherein the meansresponsive to the actuation of the accelerator comprises a weightmounted in such manner as to have an inertia controlling efiect forsecuring a smooth starting.

4. In a clutch control system for motor vehicles and the like thecombination of an engine, a power transmission including a clutch, adevice for controlling the power supplied to the engine, power operatedmeans for operating said clutch and means responsive to the engine speedfor controlling said power operated means, the power operated meanscomprising a fluid pressure operated device and a double valve controlwith overlapping port connections.

5. In a clutch control system for motor vehicles and the like thecombination of an engine, a power transmission including a clutch, adevice for controlling the power supplied to the engine, power operatedmeans for operating said clutch and means responsive to the engine speedfor controlling said power operated means, the speed responsive meanscomprising a centrifugal governor whose weights are mounted so as to beresponsive both to the speed and to acceleration, said weightscontrolling the power operated means.

6. In a clutch control system for motor vehicles and the like thecombination of an engine, a power transmission including a clutch, adevice for controlling the power supplied to the engine, power operatedmeans for operating said clutch and means responsive to the engine speedfor controlling said power operated means, the speed responsive meanscomprising a centrifugal governor whose weights are mounted so as to beresponsive to both the speed and deceleration, said weights controllingthe power operated means.

"I. In a clutch control system for motor vehicles and the like thecombination of an engine, a power transmission including a clutch and afree wheeling device, power operated means for operating said clutch andan inertia controller driven by the engine and operative to throw outthe clutch upon rapid deceleration of the engine.

8. In a control system for motor vehicles and the like the combinationof an engine, a power transmission including a clutch and a freewheeling mechanism, power operating means for operating the clutch, anda speed governor driven by the engine for controlling said poweroperating means including an inertia controller also operated by theengine for controlling said power operated means.

9. In a clutch control system for motor vehicles and the like,theeombination of an engine, a-

power transmission including a clutch, fluid pressure operated means foroperating said clutch, a valve for connecting said fluid pressureoperated device either with the manifold of the engine or an auxiliarysource and means connected with the throttle valve of the engine foroperating said valve.

10. In a clutch control system for motor vehicles, the combination of anengine, a power transmission including a clutch, means for con trollingpower supplied to the engine, power means responsive to said last namedmeans for shifting the clutch, an inertia control device mounted so asto respond to acceleration, said inertia control device being operativeto modify the operation of the power operative means, and being apivoted member which responds to acceleration.

11. In a clutch control system for motor vehicles, the combination of anengine, a power transmission including a clutch, means for controllingpower supplied to the engine, power means responsive to said last namedmeans for shifting the clutch including fluid pressure operative meansand a fluid pressure circuit, an inertia control device mounted so as torespond to acceleration, said inertia control device being operative tomodify the operation of the power responsive means, the power operatingmeans beingga fluid control device and the inertiacontrol element ginewith a power transmission self-contained unit, including a clutch,vacuum operated means for applying said clutch directly associatedtherewith and a manually controlled means for controlling the pressurein the vacuum chamber of said clutch, said vacuum operative meanscomprising a diaphragm member fastened directly to one of the clutchelements with an air sealed chamber on one side of said diaphragm.

13. In a clutch control system for motor vehicles, the combination of aninternal combustion engine having a manifold, a power transmissionincluding a clutch, means for operatively biasing said clutch in onedirection, fluid pressure means responsive to the manifold pressure foroperating said clutch in the opposite direction against the biasingmeans, an accelerator and means responsive thereto for controlling theoperation of said clutch, and means responsive to acceleration anddeceleration for controlling the biasing and fluid pressure means.

14. In a clutch control system for motor vehicles, the combination of aninternal combustion engine, a power transmission including a clutch,said clutch being operatively biased in one direction, a fluid pressurepiston and cylinder for operating the clutch in the opposite directionagainst the biasing means, an accelerator for controlling the engine,valve means for connecting and disconnecting the cylinder from themanifold of the engine, means responsive to the actuation of theaccelerator for controlling said valve means and means responsive toacceleration for modifying the operation of the fluid pressure means.

15. In a clutch control system for motor vehicles, the combination of aninternal combustion engine, a power transmission including a Clutch,spring means for biasing said clutch to an engaging position, fluidpressure operated means for disengaging said clutch against the actionof said biasing spring, a connection from the fluid pressure means tothe manifold of the engine, valve means in said connection forconnecting the fluid pressure means either with the manifold or theatmospheric air and means responsive to acceleration and decelerationand operative upon the fluid pressure means to modify the action of thebiasing means.

16. In a clutch control system for motor vehicles, the combination of anengine, a power transmission including a clutch which is normally biasedto engaging position, a fluid pressure means for disengaging said clutchand holding the same in disengagement, said fluid pressure .means beingconnected with the manifold of the engine, valve means for connectingthe fluid pressure device either with the manifold or with theatmosphere, an accelerator for controlling said engine, means responsiveto the actuation of said accelerator for shifting said valve, and meansresponsive to acceleration for modifying the action of the fluidpressure means against the biasing means.

17. An automotive vehicle comprising an internal combustion engine and aclutch, engine operated vacuum power means for operating the clutch, aclutch engaging bleed valve for said power means, a throttle for saidengine, means for simultaneously operating the throttle and bleed valve,and governor means cooperating with said bleed valve to determine themode of operation of said power means in its; clutch engaging operation.

18. In vacuum operated clutch mechanism for motor vehicles, a vacuumoperated clutch power unit, a control valve for the power unit, andinertia controller means for regulating operation of the clutch powerunit. g

- 19. In a vacuum operated clutch mechanism for motor vehicles, a vacuumoperated clutch power unit, connections for selectively connecting oneside of the power unit either solely with the manifold or solely ,withthe atmosphere including a control valve for the power unit, and inertiacontroller means operatively associated with one side of the power unitfor regulating operation of the clutch power'unit by modifying theflowtherebetween and the atmosphere, in-

eluding an inertia controlled valve whose operation is unaffected bydifferences in pressure on the opposite sides thereof.

20. In a clutch control system for motor vehicles, in combination, aninternal combustion engine having a manifold, a vacuum operated clutchpower unit, connections for selectively connecting one side of said uniteither with the manifold or the atmosphere, including a control valvemeans for connecting the unit with the atmosphere or disconnecting thesame with the atmosphere while connecting it with the manifold, and aninertia controller means for regulating operation of the clutch powerunit, including an inertia controlled valve for gradually regulating theflow between atmosphere and one side of the unit.

21. In a clutch control system for motor vehicles, the combination of aninternal combustion engine having a manifold, a power transmissionincluding a clutch, means for operatively biasing said clutch in onedirection, fluid pressure means responsive to the manifold pressure foroperating said clutch in the opposite direction against the biasingmeans, an accelerator and means responsive thereto for controlling theoperation of said clutch, and means responsive to acceleration anddeceleration for controlling the. biasing and fluid pressure means,including a valve controlled by the means responsive to acceleration anddeceleration for p o essively regulating the flow between the atmosphereand one side of the fluid pressure means.

22. In a clutch control system for motor vehicles, in combination, aninternal combustion engine having a manifold, a vacuum operated clutchpower unit, connections for selectively connecting one side of said uniteither with the manifold or the atmosphere, including a control valvemeans for connecting the unit with the atmosphere or disconnecting thesame with the atmosphere while connecting it with the manifold, and aninertia controller means for regulating operation of the clutch powerunit, including an inertia controlled valve progressively and graduallycontrolling the flow of air between the atmosphere and one side of thewit.

23. In vacuum operated clutch mechanism for motor vehicles, a vacuumoperated clutch power unit, connections for selectively connecting oneside of the power unit either solely with the manifold or solely withthe atmosphere including a control valve for the power unit, and inertiacontroller means operatively associated with one side of the power unitfor regulating operation of the clutch power unit by modifying the flowbetween the atmosphere and the unit, including an inertia controlledvalve which is unaffected by differences in pressure on theoppositesides of the valve and which progressively and gradually regulates theflow.

24. In a clutch control system for motor vehicles the combination of aninternal combustion engine having a manifold, a power transmissionincluding a clutch, fluid pressure means responsive to the manifoldpressure for operating said clutch, a valve for flrst disconnecting thefluid pressure means from the manifold and then gradually opening saidmeans to the atmosphere, and means responsive to acceleration anddeceleration for modifying the operation of the fluid pressure means.

25. In a clutch control system for motor vehicles, a vacuum operatedmeans for actuating the clutch, manual means for disconnecting thevacuum operated means from the manifold of the engine and graduallyadmitting air thereto, and a valve connected with one side of said vacuum operated means whose operation is unaffected by difl'erences 'inpressure on the opposite sides thereof, including a device which isresponsive to acceleration and deceleration for controlling said lastnamed valve, said valve being progressively operated to graduallyregulate the flow.

26. In a clutch control system for motor vehifold and to graduallyconnect the unit with the atmosphere, and an automatically controlledvalveconncctedwithonesideoftheunitandresponsive to acceleration anddeceleration to progressively regulate the flow of air between theatmosphere'and the power unit.

2'7. The combination, with a pneumatic servo-motor for actuating theclutch controlling member of a motor car, and a valve for controllingthe flow of air for operating said servomotor, of mechanism including avalve operative by virtue of the inertia of an element thereof tooperate said valve in response to acceleration and deceleration, saidvalve being progressively operated to closed and open position by theinertia device to gradually operate the clutch. 28. In a clutch controlsystem for motor vehicles, the combination oi'an internal combustionengine having a manifold, a power transmission including a clutch, meansfor operatively biasing said clutch in one direction, fluid pressuremeans responsive to the manifold pressure for operating said clutch inthe opposite direc-' tion against the biasing means, an accelerator andmeans responsive to the operation, thereof for controlling the operationof said clutch, in-

eluding a device responsive to acceleration and deceleration forcontrolling the biasing and fluid pressure means and operative uponeither direction of movement of the motor vehicle.

29. In a clutch control system for motor vehicles, in combination, aninternal combustion engine having a manifold, a vacuum operated clutchpower unit, an accelerator, a control valve, communicating connectionsfromsaid .valve to the manifold and the clutch power unit, said valve inone position connecting said manifold with the unit and in anotherposition disconnecting the manifold and connecting the unit with theatmosphere, and an inertia controller means for regulating operation of'the clutch power unit.

30. In vacuum operated clutch mechanism for motor vehicles, a vacuumoperated clutch power unit, connections for selectively connecting oneside of the power unit either solely with the manifold or solely withthe atmosphere, including a control valve for the power unit, andinertia controller means for regulating operation of the clutch powerunit.

31. An automotive vehicle comprising an internal combustion engine and aclutch, engine operated vacuum power meansfor operating the clutch, aclutch engaging bleed valve for said power means, a throttle for saidengine, and governor means cooperating with said bleed valve todetermine the mode of operation of said power means in its clutchengaging operation.

32. In a vacuum operated clutch mechanism for motor vehicles, a vacuumoperated clutch powerunit, a control valve for the power unit, andinertia means for controlling the operation of the clutch power unit.

33. In a clutch control system for motor vehicles, the combination of aninternal combustion engine having a manifold, a power transmissionincluding a clutch, means for operatively biasing said clutch in onedirection, fluid pressure means responsive to the manifold pressure foroperating said clutch in the opposite direction against the biasingmeans, an accelerator and means responsive thereto for controlling theoperation of said clutch, and means responsive to acceleration forcontrolling the biasing and fluid pressure means.

34. In a clutch control system for motor vehicles, the combination of aninternal combustion engine, a power transmission including a clutch,spring means for biasing said clutch to an engaging position, fluidpressure operated means for disengaging said clutch against the actionof said biasing spring, a connection from the fluid pressure means tothe manifold of the engine, valve means in said connection forconnecting the fluid pressure means either with the manifold or theatmospheric air and means responsive to acceleration and operative uponthe fluid pressure means to modify the action of the biasing means.

35. In a clutch control system for motor vehicles, the combination of aninternal combustion engine having a manifold, a power transmissionincluding a clutch, means for operatively biasing said clutch in onedirection, fluid pressure means responsive to the manifold pressure foroperating said clutch in the opposite direction against the biasingmeans, an accelerator and means responsive thereto for controlling theoperation of said clutch, and inertia responsive means for controllingthe biasing and fluid pressure means, including a valve controlled bythe inertia responsive means for progressively regulating the flowbetween the atmosphere and one side of the fluid pressure means.

36. In a clutch control system for motor vehicles the combination of aninternal combustion engine having a manifold, a power transmissionincluding a clutch, fluid pressure means responsive to the manifoldpressure for operating said clutch, a valve for first disconnecting thefluid pressure means from the manifold and then gradually opening saidmeans to the atmosphere, and inertia responsive means for modifying theoperation of the fluid pressure means.

3'7. In a clutch control system for motor vehicles, a vacuum operatedmeans for actuating the clutch, manual means for disconnecting thevacuum operated means from the manifold of the engine and graduallyadmitting air thereto, and a valve connected with one side of saidvacuum operated means whose operation is unaffected by differences inpressure on the opposite sides thereof, including a device which isresponsive to acceleration for controlling said last named valve, saidvalve being progressively operated to gradually regulate the flow.

38. In a clutch control system for motor vehicles, a vacuum power unitfor operating the clutch, a manually controlled valve for connecting thepower unit with the manifold of the engine, a passage leading from thepower unit to and through the valve and to the manifold which normallyis closed to the atmosphere when the valve is in position to connect thepower unit with the manifold, said valve being operable to otherpositions to disconnect the unit from the manifold and to graduallyconnect the unit with the atmosphere, and an automatically controlledvalve connected with one side of the unit and against the biasing means,an accelerator and means responsive to the operation thereof forcontrolling the operation of said clutch, including an inertiaresponsive device for controlling the bleed line leading to said powermeans and control mechanism responsive to any particular setting of thethrottle at car starting to establish a definite initial rate of clutchengagement corresponding to said setting, said mechanism comprise ing ableed valve in said line together with a governor cooperating therewithto determine the' mode of operation of said power means in its clutchengaging operation.

42. In automotive vehicles comprising an internalcombustion engine andclutch elements, engine operated vacuum power means for controlling theclutch elements, a throttle and means for pre-setting it, and governormechanism responsive to any predetermined setting of the throttle atstarting to determine the initial rate of clutch engagement, saidmechanism also including a device which is responsive to engine speedconditions for throwing out the clutch upon the approach of enginestalling conditions.

43. In a 'control system forrnotor vehicles and the like,.thecombination of an engine, a power transmission including a clutch, poweroperating means for operating the clutch, and a speed governor driven bythe engine for controlling said power operating means and including aninertia controller also operated bythe engine for controlling said poweroperated means.

JOHN O. GET'I'E, JR.

